DARWIN

DARWIN

Finding Death Valley adventure on three distinct motorcycles.

ANDREW OLDAR

Most of us learned about the theory of evolution in school. The person primarily associated with the concept is British naturalist Charles Darwin, whose idea of natural selection analyzes the way populations adapt and change over time.

Motorcycle populations evolve too. Take the dual sports, for example; once these were mostly motorcycles like Kawasaki’s KLR650, sturdy medium-performance machines whose primary virtue was steadiness. Today, a new breed of models, such as KTM’s 500 EXC-F, has redefined the category’s performance edge. There’s little comparison between them; one is a street-legal dirt bike designed to tackle the gnarliest enduro terrain, while the other is for on-road use and light dirt riding.

In today’s dual sport landscape of high-performance street-legal dirt bikes, the KLR650 has become more comparable to middleweight adventure bikes. Its mission hasn’t changed much in 34 years while the dual sport segment has evolved dramatically.

Another eccentric motorcycle classified as a dual sport but possessing displacement comparable to most middleweight adventure bikes, and even more fuel capacity, is the 2020 Husqvarna 701 Enduro LR (Long Range). Until the recent introduction of the Norden 901, the 701 Enduro LR was the closest thing to an adventure bike Husqvarna offered. That, plus its unique position in the market, qualified it for this comparison.

Yamaha’s Tenere 700 was a logical choice for inclusion; it’s a new adventure bike with a reasonable price of $9,999. Which helps frame the question of which bike is fittest to survive: Is a reasonably priced middleweight adventure bike the ultimate weapon for light onand off-road use? Can a large, iconic, 30-plus-year-old warhorse keep up with newer models of similar size? Or is a modern high-displacement single-cylinder dual sport, perhaps with a chromoly steel trellis frame and all the trappings of an Austrian adventure bike, the best of both worlds?

Our search for answers took us to Darwin, California, a former mining town which, like many areas and geographical features out here, was named for a mule-riding pistol-packing surgeon-adventurer who went by Dr. Erasmus Darwin French and was by all accounts the sort of unruly but colorful character who would invite himself along on this test. The town was once home to more than a thousand residents; according to the sign, the population is now “50 or so.”

Make that 54 or so counting myself, director of photography Jeff Allen, and test riders Jon Beck and Evan Allen. Beck has spent nearly 15 years at the controls of adventure bikes across the United States and Mexico. Evan Allen is the unofficial office wheelie king and is skilled with all types of motorcycles.

After 430 miles in Death Valley, we rode another 1 70 miles aboard the three bikes in SoCal with former pro Supercross and motocross technician, engine builder, team manager, and team owner Allan Brown; along with 30 + A class racer Casey Casper.

Our first Death Valley adventure began on Darwin’s Main Street, which merged into Old Toll Road. Dirt quickly turned into sand, and the KLR650 became a handful. The front end pushed constantly. Several close calls later, the bike finally went into a few tank slappers and took me down. It took two of us to pick up the 448-pound machine, which was of course the heaviest in the test.

With its 6.1-gallon tank filled, the KLR650 Adventure hit our automotive scales at 486 pounds. Without gas, the Tenere 700 is 440 pounds; wet weight is 466 pounds thanks in part to its comparatively small 4.2-gallon tank. At 346 pounds dry and despite having the highest fuel capacity of 6.6 gallons, the 701 Enduro LR was the lightweight of the group at 388 pounds wet.

After visiting China Garden Spring, a small pond where several koi fish happily make their home in the middle of the desert, we made our way back to Old Toll Road and later Panamint Springs. A 65-mile rip across the desert took us across the state line into Nevada, and the long straightaways and twisty pavements gave us a look at each bike’s power. If this test were based solely on engines, the 701 Enduro LR would win hands down. Peak figures from the SOHC four-stroke 693cc single-cylinder on our in-house dyno were recorded at 60.3 hp and 44.0 pound-feet of torque.

Although that’s slightly less peak horsepower than the Tenere 700 delivers, the Husqvarna’s snappy throttle response and instant hit in any gear at any rpm range blew the Yamaha and Kawasaki out of the water. On top of that, it’s very refined.

“As huge as the power comes on, it’s predictable,” Beck said. “Like watching James Bond walk into a room. You know stuff’s going to go down, but it’ll be smooth.”

Sharing an engine with Yamaha’s MT-07 naked streetbike pays dividends for the Tenere 700. The DOHC 689cc parallel twin produced 63.8 hp and 44.1 poundfeet of torque; that’s not dramatically more than the 701 Enduro LR, but its character was certainly different.

“It’s a much smoother power delivery, which can make you think it’s underpowered. That’s an illusion,” Brown said. “There’s no big hit, just a long, broad surge of almost electric-type power. The multicylinder engine gives it a racier feeling, and it sounds more exciting to me than the singles.”

Kawasaki’s DOHC four-stroke 652cc single spun 34.6 hp and 33.5 pound-feet of torque. Not a fire-breather, but the KLR650 powerplant has its charms.

“It’s a very docile, beginner-friendly engine that doesn’t do anything special, but it gets the job done,” Allen said. “It’s by no means a quick-revving machine. Power builds in a linear fashion.”

The KLR650 has earned its place by being La-Z-Boy comfortable and folding-chair cheap.

After topping off in Beatty, we rode to nearby Rhyolite, a ghost town that’s home to Cook Bank and Tom Kelly Bottle House. On our way out, we stopped by the Goldwell Open Air Museum to check out “The Last Supper,” an array of eerie ghostlike sculptures created by Albert Szukalski in 1 984.

Our next destination was Titus Canyon, which took us back into California and through Leadfield, yet another ghost town. Ergonomics began to play their part; the Tenere 700’s drew the most criticism, namely a tight rider triangle and high handlebar. And despite being tall, the fuel tank holds 1.9 gallons less than the KLR650 and is 2.4 gallons shy of the 701 Enduro LR.

“Yamaha practice seems to be having cramped seatto-footpeg distance with a handlebar that feels like it has 16-inch risers,” Brown said. “Part of the reason for the strange ergonomics may be the physical size of the engine. It seems very high in the chassis and the gas tank is on top of it, so to have the handlebar clear the gas tank it has to be high. But I don’t understand why it’s so narrow.”

The large, wide footpegs of the 701 Enduro LR are best in the comparison; the caveat being they’re aftermarket units from Rival Components as Husqvarna didn’t have the Stockers available for our testbike. The Husqvarna’s wide seat profile and its 36.4-inch measured height had riders shorter than 5-foot-ll tippy-toeing. Unlike the others, riders feel like they’re sitting on top of this bike. “The seat immediately reveals the 701 Enduro LR is not the most comfortable for long rides,” Beck said.

Although it’s not the most adept motorcycle in the dirt, the KLR650’s ergonomics are mostly agreeable.

“The cockpit is super comfortable for miles on end when sitting and the low seat height allowed me to touch the ground easily, which was helpful in difficult sections,” Allen said.

The Husky's 701 Enduro LR is for the seeker of gnarly; far-flung off-road terrain.

“The spaghetti-noodle rubber footpegs look like they were designed in 1980 and have never been updated,” Brown said. “Try to stand and ride aggressively, and they’ll feel like they’re constantly rolling under your boots.”

Leaving Leadfield, Titus Canyon gradually grew narrower and we found ourselves surrounded by towering limestone cliffs. The final stretch brought us to Scotty’s Castle Road, where an impromptu wheelie session was held before booking it to dinner in Panamint Springs. However, once the sun set, we noticed features missing from the 701 Enduro LR.

“The headlight is poor at best, and Husqvarna apparently forgot a windshield,” Brown said. “And the odometer display is pitiful. They could have at least used some parts from the KTM 390 Adventure, at least the windshield, maybe even its dashboard with navigation and Bluetooth.”

After wolfing down burgers and topping up fuel, we pinned it back to Darwin. Day two involved fewer street miles and more dirt. It was 31 miles to our first desti-

nation, the privately owned Cerro Gordo mining town. Continuing on Swansea-Cerro Gordo OHV Route, the road became narrow with a massive drop to the left; once we’d passed the cliff area, the terrain became steeper, rockier, and looser. The KLR650 maneuvered well to avoid rolling rocks, but the large gap between first and second gear made for constant shifting.

“First gear is so short it requires a shift to second almost immediately,” Allen said. “Second is so tall that when riding off-road, especially uphill or in a tighter section, you never feel like you’re in the right gear. You’re either lugging it and ready to stall in second or you downshift to first and it’s revving out.” Another gearbox weak point is upshifting. “Neutral is too easy to hit, and it takes a good boot under the shifter to get it to click up,” Casper said. “And the shifter position is low and awkward in profile.”

Our reward for completing the ascent was reaching Saline Valley Salt Tram. We spent a good hour exploring the tram and the nearby tender’s cabin before descending the rest of Swansea-Cerro Gordo OHV Route, which was technical enough in some stretches to put suspension and brakes to the test.

The Tenere 700’s fully adjustable KYB 43mm inverted fork and KYB shock impressed the group with a versatile setting that excelled in everything from rocky trails to the smoothest asphalt.

“It’s the most balanced between onand off-road performance,” Brown said. “The fork soaked up rocks without bottoming and the shock handled most G-outs with ease.”

Dirt capability is what the 701 Enduro LR’s WP Xplor 48mm inverted fork and WP Xplor shock are all about, and its performance-oriented feel inspires rider confidence when the terrain becomes challenging.

“The WP components have the firmest feel and are best suited for off-road,” Casper said. “Not as plush as the Tenere 700 or supersoft KLR650, but consistent. They held up even with heavy front brake usage. I would prefer plusher traits, but it’s workable.”

The least capable suspension for dirt riding is the KLR650’s nonadjustable 41mm conventional fork and Uni-Trak shock, which can be adjusted for rebound damping and spring preload. Although these suspenders leave something to be desired off-road, it’s quite comfortable on the pavement.

“The KLR650 suspension is very soft and acts like a rolling sofa,” Allen said. “It absorbs small bumps really well, but when navigating more treacherous rocky areas, the bike’s weight combined with its Cadillac-esque suspension led to unwanted weight shifts, which made it a handful.”

Brake performance was of primary importance on the way down. The Husqvarna and Yamaha binders drew praise, but the 701 Enduro LR got the nod for its slightly stronger front brake, a Brembo dual-piston front caliper with a single 300mm disc that’s complemented by a Brembo single-piston rear caliper and 240mm disc at the rear. Weighing 94 pounds less than the Tenere 700 helped the 701 Enduro LR’s brakes feel that much more powerful. Allen’s notes singled out the 701 Enduro’s brakes for their “nice initial bite up front” and “progressive braking power” and echoed the group’s thoughts that the Husqvarna had the best stopping ability.

Despite also packing a dual-piston front caliper and 300mm disc, the KLR650’s front brake was frankly inadequate. A two-finger pull was required to get it to stop in a reasonable amount of time; Casper noted that the brakes are “antiquated” and the front unit “lacks the real stopping power of the others.”

Skidoo Mill was our main destination on the final day. With a combination of straightaways and switchbacks, paved Emigrant Canyon Road and dirt-surfaced Skidoo Road were great proving grounds for street and off-road handling.

The Tenere 700 is much more of a cruiser than the 701 Enduro LR with its softer 1.8-inch-lower seat and more comfortable seated position. It’s predictable, consistent, and the most enjoyable to ride while standing. It doesn’t necessarily stand out in any single category, but it’s very well-rounded.

“The Tenere 700 was direct, precise, and nimble,” Allen said. “Hopping from one side of the trail to the other to avoid a rock or rut was easy. I was blown away by how much front end grip it provided.”

With the most dirt bike-like chassis, the 701 Enduro LR is also precise. However, its precision comes at the cost of comfort. Feedback from rough pavement and dirt terrain was felt more readily. Even with a full load of fuel, the bike didn’t feel especially heavy, partially due to how its fuel is carried low in the front.

“The 701 Enduro LR was best of the bunch for overall character and fun feel,” Casper said. “It excelled on trail, but can be busy and unnerving on pavement. It had the lightest front-end feel and was the easiest bike to change lines on and to ride over rocks and roots.”

The Tenere is more of a cruiser: predictable, consistent, very well-rounded.

The KLR650 is enjoyable on the road thanks to decent ergonomics, comfortable cockpit, nice seat, and soft suspension. Its wind protection is adequate, its dashboard offers just enough information. And it corners predictably on asphalt, which it handles much better than dirt simply because of its size and weight.

“Overall, the KLR650 seems more at home on-road than off,” Beck said. “It’s not a street racer, but it covers the wide range between long-distance touring and canyon carving better than any other thumper I can think of. It’s a machine designed for travel, versus one dedicated to off-road.”

After a quick ride to Wildrose Charcoal Kilns, we pinned it back to Panamint Springs for one last gas stop before heading back to Darwin for our final time this trip. We’d learned a lot about the three motorcycles after 600 miles in Death Valley and SoCal.

As a known entity, the KLR650 has earned a place in the market. It’s La-Z-Boy comfortable and folding-chair cheap, relatively speaking, at $7,699 for the Adventure version. For the motorcyclist looking to get there wherever “there” happens to be, it’s an excellent choice. Three-plus decades of development have never strayed from that focus.

For the seeker of gnarly, far-flung off-road terrain, the 701 Enduro LR is definitely the winner. Great engine power, capable off-road suspension, aggressive ergonomics, and well-placed weight distribution all make us want to ride it more. It’s the highest-performance bike here.

The Tenere 700 isn’t as competent off-road as the 701 Enduro LR, but it’s plenty capable away from pavement. Add in better street manners, plusher suspension, a windshield, a more informative dashboard, and $2,500 in savings, and the Tenere 700 really stands out against the Austrian. Plus it’s head and shoulders above the KLR650 Adventure, worth considering even at its $2,300 higher price.

We like to imagine that, were Charles Darwin here today, he’d at least appreciate how far the adventure bike species has come since its origin. And we think California’s Dr. Darwin French, an original desert rider for sure, would be impressed by how well these adventure bikes stack up against big dual sports of the past and present. Not to mention his mule.

2020

HUSQVARNA

701 ENDURO LR

$12,499

2022

KAWASAKI

KLR650 ADVENTURE

$7,699

2021

YAMAHA TENERE 700

$9,999

Type

LIQUID-COOLED SINGLE-CYLINDER

LIQUID-COOLED SINGLE-CYLINDER

LIQUID-COOLED PARALLEL TWIN

Displacement

693CC

652CC

689CC

Bore x Stroke

105.0 X 80.0MM

100.0 X 83.0MM

80.0 X 68.6MM

Compression Ratio

12.7:1

9.8:1

11.5:1

Valve Train

SOHC, 4 VALVES/CYLINDER

DOHC, 4 VALVES/CYLINDER

DOHC, 4 VALVES/CYLINDER

Induction

50MM KEIHIN THROTTLE BODY

40MM THROTTLE BODY

(2) 38MM THROTTLE BODIES

Clutch

WET, MULTIPLATE; HYDRAULIC ACTUATION

WET, MULTIPLATE; CABLE ACTUATION

WET, MULTIPLATE; CABLE ACTUATION

Final Drive:

6-SPEED/CHAIN

5-SPEED/CHAIN

6-SPEED/CHAIN

ENGINE

Front Suspension:

WP XPLOR 48MM INVERTED FORK, COMPRESSION AND REBOUND DAMPING ADJUSTABLE; 9.8 IN. TRAVEL

41MM CONVENTIONAL FORK, NONADJUSTABLE; 7.9 IN. TRAVEL

KYB 43MM INVERTED FORK, COMPRESSION AND REBOUND DAMPING ADJUSTABLE; 8.3IN. TRAVEL

Rear Suspension

WP XPLOR SHOCK, SPRING PRELOAD, HIGH-/LOW-SPEED COMPRESSION DAMPING, AND REBOUND DAMPING ADJUSTABLE; 9.8 IN. TRAVEL

UNI-TRAK SHOCK, SPRING PRELOAD AND REBOUND DAMPING ADJUSTABLE; 7.3IN. TRAVEL

KYB SHOCK, SPRING PRELOAD, COMPRESSION DAMPING, AND REBOUND DAMPING ADJUSTABLE; 7.9 IN. TRAVEL

Front Tire

CONTINENTAL TKC 80; 90/90-21

DUNLOP K750; 90/90-21

PIRELLI SCORPION RALLY STR; 90/90-21

Rear Tire

CONTINENTAL TKC 80; 140/80-18

DUNLOP K750; 130/80-17

PIRELLI SCORPION RALLY STR; 90/90-21

Rake / Trail

27.774.6IN.

30.074.8 IN.

27.074.1 IN.

Wheelbase

59.1IN.

60.6IN.

62.8 IN.

Seat Height

36.4 IN.

34.2IN.

34.6IN.

Fuel Capacity

6.6GAL.

6.1 GAL.

4.2GAL.

Dry Weight

346 LB.

448 LB.

440 LB.

CHASSIS

Horsepower

60.3HP @ 8,500 RPM

34.6HP @ 5,900 RPM

63.8 HP @ 8,900 RPM

Torque

44.0 LB.-FT. @ 6,700 RPM

33.5 LB.-FT. @ 4,700 RPM

44.1 LB.-FT. @ 6,600 RPM

Price

$12,499

$7,699

$9,999

CW MEASURED PERFORMANCE

2020 HUSQVARNA 701 ENDURO LR • Max Power: 60.3 hp @ 8,500 rpm • Max Torque: 44.0 lb.-ft. @ 6,700 rpm

2022 KAWASAKI KLR650 ADVENTURE • Max Power: 34.6 hp @ 5,900 rpm • Max Torque: 33.5 lb.-ft. @ 4,700 rpm

2021 YAMAHA TENERE 700 • Max Power: 63.8 hp @ 8,900 rpm 1 Max Torque: 44.1 lb.-ft. @ 6,600 rpm